Fluid pressure remote-control apparatus



Dec. 25, 1951 Y R. R. STEVENS EI'AL 2,580,363

FLUID PRESSURE REMOTE-CONTROL APPARATUS Filed Dec. 14. 1948 I 2 SHEETS -SHEET 1 LIMIT FUEL OFF

(O In Fl 6. -l

(FUEL OFF *PILQT HOUSE AHEAD RUN AND IDLE N Q INVENTOR.

ROY R. STEVENS RALPH C. BROOKS ATTORNEY RUN AND IDLE Dec. 25, 1951 R. R. STEVENS. EI'AL- 2,580,363

FLUID PRESSURE REMOTECONTROL APPARATUS Filgd Dec. 14, 1948 2 SHEETSSI'IEET 2 FIGS I47 H6 44 I25 II5 53 I07 7 III I08 H64 H3 I09 II2 FIGS 64 522 5;; H66 2 262 VALVES IN DEVICE I6 2%0 253 I27 I37a I40a I37b I40b 137a I4oc I370l. I40d I54 :1 AHEAD I I I I I I I- 259 f m I I 2 2 START C O c O RUN o o SHIFT o c o POSITIONS 0F STOP C cAMsI-IA'FT I7 STOP Q QE c SHIFT RUN START ASTERN I I I IN ABOVEH'O" IS FOR OPEN "C" IS FOR CLOSED ]NVENTOR.

ROY R. STEVENS RALPH C. BROOKS ATTORNEY Patented Dec. 25, 1951 FLUID PRES SURE REMO TE CONTROL APPARATUS Roy R. Stevens, Forest Hills, and Ralph 0. Brooks, Turtle Creek, Pa., assignors to Westinghouse Air Brake Company, a corporation of Pennsylvania Application December 14, 1948, Serial No. 65,266

a a x This invention relates to control apparatus and more particularly to the fluid pressure type for controlling a plurality of operations in a desired sequence, such as is required for controllin a reversible diesel engine.

The principal object of the invention is the provision of an improved fluid pressure remote control apparatus adapted to be employed in conjunction with a previously existent controller device at the engine for controlling a plurality of different operations in a desired sequence, such for example, as are incident to effecting the starting, stopping, reversing, etc. of a reversible diesel engine.

According to some of the features of the invention, the improved fluid pressure control apparatus comprises means for effecting automatic cut-off of supply of starting air to engine once the engine begins to run on fuel; means whereby operation of the engine may be .terminated as desired either with or without the use of a shaft brake for slow or rapid stopping, respectively, and in either case without the use of starting air, so that such starting air may be conserved; means whereby certain parts of the improved control apparatus may be employed with the previously existent controller device to effect control of engine operation; and means whereby certain parts of the improved control apparatus are conditioned so as not to interfere with control of engine operation by said controller device.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Fig. 1 is a diagrammatic view, partly in section and partly in outline, of a fluid pressure control apparatus embodying the invention; Fig. 2 is a cross-sectional view of a typical valve device employed in the apparatus shown in Fig. 1; Fig. 3 is a detailed cross-sectional view of the previously existent controller device shown in outline in Fig. 1; Fig. 4 is a cross-sectional view of a typical double check valve device employed in the apparatus shown in Fig. 1; Fig. 5 is a crosssectional view of another valve device employed in the apparatus shown in Fig. 1; and, Fig. 6

is a schematic diagram to show typical operations of the controller device shown in Fig. 3.

Description Fig. 1

15 Claims. (Cl. 192 3) 2 shaft (not shown) which is adjustable by means of a cam shift gear 2 to either of two positions to condition the engine for operationin one or an ahead direction or to condition the engine for operation in an opposite or astern direction. The crank shaft I may be operably connected to the pistons (not shown) of the engine and operatively connected to a propeller or propellers (not shown) of a boat or ship, for example. The cam shaft (not shown) is adapted to be driven in proper phase with the crank shaft I in the usual manner for operating conventional engine valve mechanism (n ot shown) to permit the engine to be started by compressed air for operation in either of opposite directions of rotation, to, for example, drive a ship ahead or astern. The cam shaft may have the usual forward cams (not shown) to provide for operation in the one or ahead direction and may have the usual reverse cams (not shown) to provide for operation in the reverse or astern direction. In the well-known manner, the cam shaft may be shiftable, through actuation of the cam shift gear 2, in one direction to a position for renderingthe forward cams effective to operate the engines valve or timing gear. and in the opposite direction to another position for rendering the reverse cams effective to operate said timing gear.

The reversible internal combustion engine further may comprise a fuel control shaft 3 operatively connected to fuel control valve means (not shown) for regulating the quantity of fuel supplied to the engine cylinders by way of fuel injection nozzles or the like (not shown). The control shaft 3 is in turn operably. connected to a fuel control lever 4 which may be disposed outside the engine. The lever 4 is adapted to be moved to a Fuel off position, indicated by dot-and-dash line so titled in the drawing, in which position the fuel control valve means (not shown) is so conditioned as to cut off supply of fuel to the engines cylinders. By counterclockwise turning movement of lever 4 from its Fuel off position, as viewed in the drawing,

7 toward and to a Full fuel position, in which position it is shown in the drawing, fuel supply to the engine cylinders may be increased up to a maximum amount corresponding to said Full fuel position. An Idling fuel position, intermediate Full fuel position and Fuel ofi position, may be assumed by lever 4 to effect delivery to the engines cylinders of an amount gineat its idling speed.

The control apparatus may comprise a speed governor device which is operable in the usual manner through a driven connection with such as the engine crank shaft 1 to control the amount of fuel supplied to the engine, thereby its speed, through positioning of the fuel control lever i in accord with the speed setting of the governor device.

To actuate the cam shift gear 2 and thereby eilect conditioning of the engine for operation 1 in its one direction or the other, the control apparatus is provided with the usual cam shift cylinder device Hi mounted on or adjacent to: the engine and operatively connected to the cam shift gear 2 through racks II and I2 adapted to mesh with said gear.

A fluid pressure operable brake i3 is: provided the control apparatus for applying a braking force to oppose rotation of the crank shaft for decelerating the engine.

A fluid pressure fuel cut-off cylinder device It is provided for effecting cut off of fuel to the engine during certain control operations concerned with operating same.

Heretofore, control of operation of the engine has been effected substantially by means of a manual controller device mounted on or adjacent to the engine. The controller device l6. comprised a control cam shaft ll which is adapted to be turned to a In plurality of positions by means such asa hand wheel (not shown) to actuate a plurality of valves. for controlling operation of the cam shift cylinder device ID, the fuel cut-off cylinder device M, the brake l3, and supply of starting air to the engine, as will be described in detail hereinafter. Ca'm shaft H was also arranged, in some such manner as is shown schematically in the drawing, to actuate a stop rod linkage I? to hold the fuel control lever 4'- in its Fuel oil position in a stopping operation of the engine, as will be described subsequently. In conjunction with the controller device H5- an engine oil pressure interlock device was employed to effect automatic release of the brake I 3 and fuel cut-off cylinder device I l during certain control operations which will bedescribed in detail hereinafter.

According to the invention, improved fluid pressure remote control apparatus is provided for controlling operation of the engine through: an operators control device located at a station remote from the engine, such as the pilot house on a ship, and such control apparatus is adapted and arranged in such a manner that: operation of the engine may be controlled either by operation of the operators'control device in the pilot house orby operation of the controller device [6 at the engine, as will be described in detail hereinafter. Thisfluid pressurecontrol apparatus may comprise ahead and astern' relay valvedevices ['8 and i9, respectively, for controlling supply of fluid under; pressure to the cam shift cylinder device ill to operate same; an operators control. device. 22,v which may be located at a station remote from the engine, such as inthe pilot-house. of. a ship, for among other things controlling operation of the ahead and astern relay valve. devices 58: and 195;. ahead and astern. cam. shiitinterlock; devices; and 2 I; respectively, which are operable. to interlock operation of the relay valvedevices l8 and ill by the operators control device 22 according to position of; the cam shift cylinder device i0. To control the speed settingr'of'. the, governor deft which may be vice 5, a speed control cylinder device 23 is provided which in turn is arranged to be controlled by the operators control device 22. To control supply of fluid under pressure to the fluid pressure operable brake l3, a brake relay valve device 25 is provided, and to control supply of starting air to the engine a start relay valve device 2? is provided. There is provided a fuel limit cylinder device 28 which is operable to a position to limit the maximum position attainable by the fuel control lever 4 during starting, thereby limiting the amount of fuel supplied to the engine at that time, and a cam shift lock and cylinder arrangement 29 is provided which is operable to lock. the engine cam shaft in either of its two adjusted positions. As will hereinafter become obvious,'operatioh of all of the devices 23, 26, 21 28 and 29 are arranged to be under the control of the operators control device 22, but such operation is arranged to be modified by an arrangement of interlock and double check valve devices such as a directional interlock device 36; sensitive to-direction of rotation of the engine, a start interlock device 3!, the engine oil pressure interlock device l5, a speed interlock device 33", a stop interlock device 34 and double check valve devices 35, 36, 37, 33;. 39 and 40. In addition, a decompression relay valve device M is provided which is operable to effect supply of fluid under pressure to decompression Valves (not shown) on the engine which respond to such supply to vent the engine cylinders to atmosphere to relieve any pressures which may have been held therein at the time the engine was stopped so that such pressure will not oppose subsequent starting of the engine. The decompression relay valve device 4! is arranged to be controlled by a push button type of valve device 42, which may be located adjacent to the operators control device 22 in the pilot house. The decompression relay valve device Al is interlocked with operation of the operators control device 22 in such a manner; as will be described in detail hereinafter, that the decompression valves on the engine may be operated only when the engine is in effect stopped and may not be operated when starting air is being supplied to the engine or when the engine is running on fuel. Stillfurther, a selector valve device 43 is provided which is operable to a position to cut ofi' supply of fluid under pressure to the remote control portion (control from the pilot house) of the control apparatus to render same ineffective to control operation of the engine and ineflective to interfere with control of the engine by operation of the manual controller device It at the en ine. A stop rod braking cylinder device 44 is also provided which is operable in response to operation of the selector valve device 43 to brake the stopr d linkage ll" so that same will not interfere with control of the engine by the remote control apparatus when the engine is under its control from the pilot house.

In greater detail, the speed governor device 5 may, for the purpose of illustration, comprise a head 5| in which a plunger 52 is slidably mounted.

Two centrifugal governor fly-ball arms 53 are pivoted on pins 54 in the head 5'! and are operatively connected to a collar 55 secured to the plunger 52. The head 5! is operably connected by gears 56 and 5'! to a rotary part of the engine such as the engine crank shaft I. The plunger 52 is pivotally connected at 58' to one end of a lever 59, the opposite end ofwhich lever is operatively connected through a link .56 and pins 6| i and 62 to the fuel-control lever 4 on the engine.

hereinafter.

over on starting air, the crank shaft 1 will turn at a certain speed, as therefore will the governor Intermediate its opposite ends, the lever '59 is pivotally connected to a fixed element 63 by means of a pin 54. A speed control spring 65 in the form of a tension spring is connected to lever 59 in such a manner as will bias the fuel control lever 4 toward its Full fuel position and the plunger 52 downwardly, as viewed in the drawing. Initial tension of the spring 65 will determine the speed setting of the governor device 5 and such tension or setting is controlled by the cylinder device 23, as will be described herein subsequently.

In operation of the governor device 5, if the engine is idle and the shaft 1 yet to turn, there will be no force acting through the plunger 52 holding the fuel control lever 4 in its Full fuel position, in which position it also is shown in the drawing. As will hereinafter become obvious, the speed control cylinder device 23, in the position in which it is shown in the drawing, is so governor device 5, tending to hold the fuel control'lever 4 in its Full fuel position, since the governor head 5| is not turning. It should be pointed out, however, that this minimum tension of the spring 55 is sufiiciently great as to urge the fuel control shaft 4 toward its Full fuel position even though the engine may be turning over on starting air, as will be described When the engine is being turned head 5! and arms 53, and such turning of'the arms53 will cause a force to be exerted upwardly on plunger 52 through the collar 55 which will tend to rock the lever 59 in a counterclockwise direction about the pin 64, as viewed in the drawing, but such force at this time will not be sufficient to effect such rocking against action of the spring 65, and said fuel control lever 4 will remain in its Full fuel position. With the spring 65 thus set at a minimum tension corresponding to an idling speed of the engine, when the engine fires and starts to run on fuel supplied thereto, the engine speed will tend to increase substantially over its previous certain speed when being turned over on starting air. As the engine speed thus increases above Starting speed, the crankshaft l, governor head 5| and fiy-ball arms 53 will also increase in rotational speed,.causing an increase in the centrifugal .force of said arms to be exerted on stem 52 opposing the effect of the tension of the spring 65. As the centrifugal force on stem 52 thus increases with speed of the engine, same will overcome the action of the spring 55 and will cause, through rocking movement of the lever 59, the fuel control lever 4 to be moved in the direction of Fuel off position to diminish the amount of fuel supplied to the engine and thereby reduce its speed. The fuel control lever 4 thus will be moved in the direction of Fuel off positionuntil a balance is reached between the action of :spring 65 on lever 59 and the action of the centrifugal force of stem 52 on said lever. Such a balance at this time will occur at the intermediate Idling fuel position, corresponding to the idling speed setting of the governor device.

Once'such balance thus has been established, so

long as the tension of spring 65 remains set at its minimum value, the engine will continue to run at its idling speed in accord with the Idling fuel position of the fuel control lever 4 under control of the governor device, with a constant or no load condition imposed on the engine, which latter condition is usually the case while an engine is idling. By a subsequent increase in the tension of the spring 65, as through operation of the speed control cylinder device 23, the speed setting of the governor device 5 will be increased. The increased tension of spring 65 willcause a momentary unbalance in moments in the lever 59 which will respond to such unbalance to cause movement of the fuel control lever 4 out of -Idling fuel position toward Full fuel, causing an increase in fuel supply to the engine with a resulting increase in its speed, until a balance Til between action of said spring on lever 59 again reaches a'baance with the action of plunger 52 on said lever. The speed of the engine thus will be maintainedxin accord with the speed setting of the governor device. When the tension of the spring is set at a maximum value, the governor device 5 will position the fuel control lever 4 closer or to its Full fuel position, depending upon the load, to bring the engine up to full speed. If, while the engine is operating at a certain speed, a change in load on the engine occurs, such as an increase in load for example, the speed of rotation of crank shaft I and governor head 5| will tend to decrease and to reduce the centrifugal force acting on plunger 52, thereby allowing the spring 65 to move the fuel control lever 5 in the direction of Full fuel position to effect an increase in supply of fuel to the engine to maintain its set governor speed under the increased load. Conversely, the governor device 5 will maintain a constant speed of the engine should the load on the engine be reduced.

The cam shift cylinder device 10, for sake of illustration, may comprise an ahead cam shift piston 10 and an astern cam shift piston 1| secured to the racks II and I2, respectively, for actuating same. The ahead cam shift piston 10 is operable in response to supply of fluid under pressure to a chamber l2 to cause movement of the rack II to a lowermost position, in which it is shown as viewed in the drawing, thereby turning the cam shift gear 2 in a counterclockwise direction to move the engine cam shaft to its ahead position. During such downward move- 55- ment of the piston HI, the rack ll, meshing with gear 2 and turning same will cause upward movement of piston ll and rack l2 to an upper most position in which they are shown in the drawing and'which may be defined by contact with a shoulder 14. The astern cam shift piston (I is operable from its uppermost position in response to supply of fluid under pressure to a chamber 13 to a lowermost position, carrying the rack I2 with it and thereby turnin gear 2 in a clockwise direction to cause the engine camshaft to assume its astern position. In

turning clockwise, the gear 2 will cause the rack H and the ahead cam shift piston to move to an uppermost position which may be defined by contact ofsaid piston with an annular shoulder :4. Hereinafter, when the chamber 12 is supplied with fluid under pressure and the chamber 13 is vented to atmosphere the cam shift cylinder device ill may be referred to as assumingits ahead position in which the piston 10 and rack II have been caused to assume their lowermost positions, the piston .II and rack I2 have been caused to assume their uppermost positions, and the engine cam shaft has been caused to assume its ahead position to condition the engine for operation in its ahead di- :rection. Conversely, hereinafter, when the chamber 12 is vented to atmosphere and the chamber 13 supplied with fluid under pressure, the cam shift cylinder device I may be referred to as assuming its astern position in which the piston I0 and rack I I have been caused to assume their uppermost position, the piston II and rack I2 have been caused to assume their lowermost position, and the engine cam shaft has been caused to assume its astern position to condition the engine for operation in its astern direction.

The fluid "pressure operable brake I3, for sake of illustration, may comprise a brake cylinder '15 having the usual piston 16 slidably disposed therein subject to pressure of fluid in a brake cylinder pressure chamber ,1] at one side and to atmospheric pressure in a spring chamber I8 at the opposite side, chamber I8 being constantly open to atmosphere by way of a port IS. A piston return spring 80, disposed in chamber 18, is arranged to urge the piston I0 to a rest position in which it is shown in the drawing. Attached to the piston I6 by means of a rod 8| is a brake shoe 82 adapted for frictional engagement with such as the engine crank shaft I to effect stopping of the engine. Upon supply of fluid under pressure to the brake cylinder pressure chamber TI, the piston I6 will overcome action of the return spring 80 and bring the shoe 82 into braking engagement with the shaft I, which action will hereinafter be referred to as applying the brake I3. When fluid under pressure is vented from the chamber I1, the spring 80 will return the piston I0 to its rest position with the shoe 82 disposed away from the. shaft I, which action will be referred to hereinafter as releasing the brake I3.

The fuel cut-off cylinder device I4, for sake of illustration, schematically, may comprise a casin 85 having a piston 86 slidably disposed therein, exposed on its one side to pressure of fluid in a pressure chamber 81 and to atmospheric pressure in a spring chamber 88 at its opposite side. The chamber 88 may be constantly open to the atmosphere by way of such as a port 89. A rod 90 is attached to the piston 86 for movement therewith which rod extends through chamber 88 and outwardly through the casing. Upon supply of fluid under pressure to the pressure chamber 87, the piston 86 will move from a rest position in which it is shown in the drawing to an opposite extreme position in the direction of the chamber 88, carrying the attached piston rod 90 with it, which rod is thereby moved to a further extended position projecting outwardly of the casing. The cylinder device I4 is so arranged relative to the fuel control lever 4 that movement of rod 90 outwardly of the casing causes the fuel control lever 4 to be moved to its Fuel off position for cutting ofi supply of fuel to the engine. A return spring 9| is disposed in the chamber 88 arranged-t0 urge the piston 80 to its rest position upon release of fluid under pressure from chamber 81, with the rod 90 moved out of engagement with the fuel control lever 4.

In Fig. 1, the engine oil pressure interlock device I and the relay valve devices I8, I9, 26.

21, 3|, 34, 4| forsake of illustration may be substantially alike. Referring to Fig. 2, each of the aforementionedv devices may comprise a casing I00 having a diaphragm IOI disposed therein and subject to pressure of fluid in a diaphragm control chamber I02 on its one side and to pressure of fluid in a chamber I03 on its opposite side. Also formed in the casing are chambers I04, I05 and I06, chamber I04v being separated from chamber I03 by a partition I01 and from the chamber I05 by a partition I08. A partition I09 separates chamber I05 from the chamber I06. A valve H0 is disposed in chamber I04 for controlling communication between the chamber- I05 and said chamber I04. The valve IIO may be secured to a fluted stem III slidably mounted in a suitable bore extending through the partition I08, a valve seat being formed at the end of the borev opening into the chamber I04 to accommodate the valve I10. A valve II2, similar to valve H0, is disposed in the. chamber I08 for controlling communication between the chamber I05 and said chamber I06. The valve H2 is attached to .a fluted stem 3 which is slidably disposed in a suitable bore. extending through the partition I09, a valve .seat being formed in the end of said bore opening into the chamber I06 to accommodate the valve I I2. Both of the fluted stems III and H3 project into and meet in the chamber I05. A bias spring H4 is disposed in the chamber I08 arranged to urge the valve II2 toward its seat and at the same time, through engagement of stems III and I I3, to urge the valve I I0 away from its seat. The valve H0 is operably connected to the diaphragm "II by means of a rod or stem II5 extending through a bore in the partition I01. A control spring H0 is provided in chamber I03 to oppose deflection of the diaphragm IOI in the direction of chamber I03.

In operation of the relay valve device shown in Fig. 2, with the chamber I03 open to atmosphere, upon supply of fluid under pressure to the control chamber I02 the diaphragm IOI will deflect in the direction of the chamber I03 against opposition of the control spring H6 and the bias spring '4 and will cause seating of the valve H0 and unseating of the valve II2. With the valve IIO closed and the valve II2 open, chamber I05 will be closed to the chamber I04 and open to the chamber I06. Upon subsequent venting of fluid under pressure from the control chamber I02, the bias spring H4 and thecontrol spring H0 will return the diaphragm ml and valves I I0 and H2 to the positions in which they are shown in the drawing, the valve II2 being seated and the valve IIO being unseated. With valve II0 unseated and the valve II 2 seated, the chamber I05 will be closed to the chamber I06 and open to the chamber I 0 If, at the time that fluid under pressure is supplied to the control chamber I02, the chamber I03 is charged with fluid at substantially the same pressure as that in said chamber I02, it will be seen that the effect of the pressure at one side of the diaphragm will balance the effect of pressure on the opposite side and said diaphragm will not deflect, but rather will remain stationary with the valve II2 remaining seated and the valve IIO remaining unseated. If, while the control chamber I02 and chamber I03 are charged with fluid under pressure and the diaphragm is thus stationary, the fluid under pressure is vented from chamber I03, the pressure of fluid in said control chamber will then deflect the diaphragm toseat valve IIO and unseat the valve 9" I I2 as aforedescribed. If, on the other hand, with the control chamber I92 charged with fluid under pressure, diaphragm I9I thus deflected and the chamber I93 vented to atmosphere, fluid under pressure is then supplied to the chamber I93 to balance the pressure forces on the diaphragm I9 I, the springs I I4 and I 26 will return the diaphragm and valves H9 and H2 to the positions in which they are shown in the drawing. The valve H2 will again be seated and the valve I I9 unseated.

Hereinafter, in describing operation of any of the valve devices in the apparatus which are similar to the device shown in detail in Fig. 2, when the valve I I9 is unseated and the valve I I2 is seated a communication, to be hereinafter designated I I8, will be established connecting the chamber I95 to the chamber I94, and when the valve H9 is seated and the valve II2 unseated, a communication, to be hereinafter designated I I9, will be established conne :ting the chamber I95 to the chamber I99. When either of communications H8 or H9 is established, the other is disestablished. The communication I I8 is indicated symbolically in the different valve devices in the apparatus shown in Fig. 1 by a solid line bearing the reference numeral I I8 and the communication H9 is indicated by a dash line bearing the reference numeral I I9.

In the engine oil pressure interlock device I5, its control chamber I92 is adapted to be connected to a lubricating oil pressure line (not shown) in the engine by way of such as a pipe II9a so that when the engine is turning over, said control chamber will be pressurized by the engine lubricating oil, and when the engine stops turning over, pressure of oil in said control chamber will be dissipated with the engine oil pressure. In the device I5, its communication I I8 connects the pipe 2 I 2 to atmosphere through a pipe I I9b containing a choke I I80 and its communication I I9 connects said pipe 2I2 to a pipe II9d which is plugged.

Referring to Fig. 8, for sake of illustration the manual controller device I9, shown in outline in Fig. 1, may comprise a casing I29 having a ventilating valve mechanism I2 I, a stop valve mechanism I22, an ahead valve mechanism I23, an astern valve mechanism I24, a supply control valve mechanism I25, and a start control valve mechanism I26.

The ventilating valve mechanism I2I may comprise a valve I2'I arranged to control communication between a chamber I28 and a chamber I29. The chamber I29 has a connection with a branch of a start pipe I39 which is in turn connected to starting air valves (not shown) on the engine. When the pipe I39 i supplied with fluid under pressure the starting air valves respond to eifect supply of starting air to the engine, and when the pipe I39 is vented to atmosphere, the starting air valves respond to terminate supply of starting air to the engine. The chamber I28 in mechanism I2I is connected by way of a pipe 96 to the chamber I95 in a ventilating relay valve device I32, which is similar in structure to the device shown in detail in Fig. 2, for reasons which will hereinafter become obvious. The valve I21 in mechanism I2I is attached to a stem I33 adapted to be actuated by a cam I34 for unseating said valve. A spring I35 disposed in the chamber I29 is arranged to urge the stem I33 in the direction of cam I34 and the valve I21 toward a seated position closing the chamber I28 from the cham ber I29. The stem I33 extends throu h a bore in a partition separating the chambers I28 and I29. The. portion of the stem I33 which extends 10 through the bore may be fluted to allow for open communication between the chambers I28 and I29 when the valve I2! is unseated.

The stop valve mechanism I22, the ahead valve mechanism I23, the astern valve mechanism I24, and the supply control valve mechanism I25 may be substantially alike. Each of the mechanisms I22, I23, I24 and I25 comprises a casing having a fluid pressure supply chamber I39, a delivery chamber I39 and an exhaust chamber I4I, said mechanisms further comprising respectively supply valves I3'Ia, I311), I310 and I3'Id for controlling communication between the respective supply chambers I38 and delivery chambers I39, and release valves I49a, I49b, I490 and MM for controlling communication between the respective delivery chambers I39 and exhaust chambers MI. The supply valves I3'Ia, I3'Ib, I370, I3Id and release valves I49a, I491), I490, I4Ild are disposed in the respective chambers I38 and MI, and said supply and release valves are attached to fluted stems I43 and I44, respectively, which extend through bores in the casing and project into and meet in the respective chambers I39. A compression spring I45 acts on each of the supply valves I3Ia, I3'Ib, I3'Ic and I3'Id to urge it toward a seated position and through engagement of the respective stems I43 and I44 at the same time urging the respective release valves I 4911, I491), I490, I49d toward an unseated position. A stem I46 is attached to each of the .valves I49a, I491), I490, I49d for, against oppo-j sition of the respective spring I45, actuating said valve I49 to a closed position and at the same time actuating the respective valves I3'Ia, I311), I310, I3Id toward an open position. The stems I46 of the mechanisms I22, I23, I24, I25 extend outwardly of the easing into engagement with cams I41, I48, I49 and I59, respectively, which together with cam I34 are secured for turning movement with the control cam shaft I? to control the position of said stemsand hence control said valve mechanisms. In each of the valve mechanisms I22, I23, I24, the exhaust chamber MI is open to atmosphere by way of such as a port I5I in the casing, and the supply chamber I38 is connected to the delivery chamber I39 'in the valve mechanism I25. The supply chamber I38 in the valve mechanism I25 is connected to a source of fluid under pressure such as a fluid pressure storage reservoir I52 by way of such as a branch of a supply pipe I53. The start control valve mechanism I26 may comprise a valve I54 for opening and closing a supply chamber I55 to a delivery chamber I56. The supply chamber I55 is adapted to be supplied with fluid under pressure from such as the supply pipe I53 by way of such as a passage I5I-and the supply chamber I38 in the valve mechanism I25. The delivery chamber I56 in the mechanism I26 is connected to a branch of the start control pipe I39. The valve I54 is attached to a fluted stem I58 slidably and guidably disposed in a bore opening through a partition dividing the chambers I55 and I56. A compression spring I59 may be arranged to act on the stem I58 to urge the valve I54 toward an unseated position, opening the delivery chamber I56 to the supply chamber I55. A stem I69 is attached to the valve I54 through which said valve may be actuated to a seated position against opposition of the spring I59, closing off the delivery chamber I55 from the supply chamber I56. The stem I69 extends outwardly of the casing into engagement with a cam I6I secured for turning movement with the shaft I1; I

creases In a Stop (no air) or neutral position of the manual controller device I6, in which position it is shown in the drawing, the hand wheel (not shown), shaft I1 and the cams I34, I41, I43, hi8, I50 and I6I are so positioned that in the ventilating valve mechanism I2! the valve I21 is unseated, in the stop valve mechanism I22 the valve MM is seated and the valve I31a unseated, an each of the valve mechanisms S23, I24 and E25 the valves I311), I310 and I31d are seated and the valves I402), I400 and H011 unseated, and in the start control valve mechanism I26 the valve 255 seated.

In the ahead relay valve device i8, which is similar to that shown in detail in Fig. 2, its chamber I06 is connected to the fluid pressure supply pipe I53, its chamber I05 is connected to the chamber 12 in the cam shift cylinder device I by way of a pipe I62, its chamber E84 is connected by way of a pipe I63 to the chamber 8-36 in the ahead valve mechanism I23 and thence to atmosphere with device I6 in its Stop positicr'i, and lastly its chamber I03 is connected to atmos' phere by way of such as a port I64. In operation of the remote (pilot house) control apparatus,

upon supply of fluid under pressure to its con trol chamber I02, the relay valve device I8 ivili respond to disestablish its communication I I8 and establish its communication H6 connecting the supply pipe I53 to the pipe I62 to effect supply of fluid under pressure to the chamber 12 in the cam shift cylinder device l0, and upon release of fluid under pressure from its control chamber, said relay valve device I8 will respond to disestablish its communication H3 and estab- Iish its communication II8 connecting the pipe I62 to the pipe I63 and hence to atmosphere via the device I6 in Stopf position. Thus it will be seen that the ahead relay valve device I 8 is oper able to control supply and release of fluid under pressure to and from the chamber 12 in the cam shift cylinder device I0 when the remote control apparatus is in operation.- According to a fea--- ture of the invention, when the remote control apparatus is not in operation, with control chamber I02 in the ahead relay valve device I8 vented and 'saididevice therefore establishing its communication IIB, the manual controller device i8 may be operated, as will be described herein-'- aftr, to effect supply and release of fluid under pressure to and from the chamber 12 in the cam shift cylinder device I0 by way of pipes I82 and I63 and the communication II8 in said relay valve device I8.

Similarly, in the astern relay valve device I9, which, as hereinbefo're mentioned, is also similar to that shown in detail in Fig. 2, its chamber I06 is also connected'to the fluid pressure supply pipe I53, its chamber I is connected to the chamber 13 in the cam shift cylinder device I0 by way of such as a pipe I66, its chamber I04 is connected by Way of a pipe I61 to the chamber I in the astern valve mechanism I24 which is connected to atmosphere when the device I6 is in its neutral or Stop position, and lastly, its chamber I03, like the corresponding chamber in device I8, is connected to atmosphere by way of a similar port I 64. In manner similar to operation of the ahead relay valve device I8, inoperation of the remote or pilot house control apparatus, the astern relay valve device I9 will respond to disestablish its communication I I8 and estab-, lish its communication II5 connecting the supply pipe I53 to the pipe I66 to cause actuation of the cam shift cylinder device I0 .120 itsastern position, and upon release of fluid under res= sure from its control chamber said astern relay valve device will respond to disestablish its com-' munication IIS and establish its communication II8 connecting the pipe I68 to the pipe I61 and hence to atmosphere by way of the device I6 in its Stop position. It will be seen that the astern relay valve device I9 is operable to con trol supply and release of fluid under pressure to and from the chamber 13 in the cam shift cylinder device I0 when the remote control apparatus is in operation. According to a feature of the invention, when it is desired to control actuation of the cam shift cylinder device ID to its astern position by means of the controller device I6 at the engine, with the control chamber I02 in the astern relay valve device I0 vented to atmosphere, fluid under pressure may be supplied to and released from the chamber 13 in said device I0 by operation of said device I6 by way of the communication H8 in said astern relay valve device.

By employment of such an arrangement, the control system is somewhat simplified, eliminating the necessity for additional selective valves or the like, in that the device I6 and the relay valve devices I8 and I9 have cooperative functions whether control of the engine be effected by oper ation of said device I6 at the engine or by operation of the engine from the pilot house, as will hereinafter become obvious.

The ahead and astern cam shift interlock devices 20 and 2I', respectively, may be alike, and

for sake of illustration, each may comprise a casing I10 having a supply chamber IN, a de-' livery chamber I12, and an exhaust chamber I13 formed in the casing. A partition I14 formed in the casing divides the delivery chamber I12 from the supply chamber I1 I, and a similar partition I15 divides the delivery chamber I12 from the exhaust chamber I13. Aligned bores open through the partitions I14 and I15 and form respective communications between the delivery chamber I12 and the supply chamber HI and between said delivery chamber and the exhaust chamber I13. A supply valve I16 is disposed in the supply chamber I1I for controlling communi-'- cation through the bore in the partition I14, and a release valve I11 is disposed in the exhaust chamber I13 for controlling communication through the bore in the partition I15. The valves I16 and I11 are attached to fluted stems I18 and I19, respectively, which stems project through the respective bores in the partitions I14 and I15 and into the delivery chamber I12. A compres sion spring I is disposed in the chamber I1I arranged to urge the valve I16 toward a seated position to close the delivery chamber I12 from the supply chamber i1I'. The fluted stems I18 and I19 are of such length only one of the valves I16 and I11 will'seat at one time. When the valve I16 is urged by the spring I80 to seat, through engagement of the stems I18 and I19. the valve I11 is caused to unseat. A stem I8I is attached to the valve I11 through the medium of which said valve I11 may be moved to its seated position, simultaneously unseating the valve I16 against opposition of the spring I80. The stem I8I is in turn arranged to be actuated through movement of a follower arm I82 pivot-' ally connected at its one end to the casing I10 and provided at its opposite end with a roller follower I83 for rolling engagement with a cam surface I84 provided on the respective rack II or I2. The. devices 20 and 2| are so mounted seated. When the ahead cam shift piston is in its rest position seated against shoulder 14, the rack II attached to it is positioned to present a recess I85 to the follower I83 of device 2 I, allowing the spring I80 in said device to seat its supply valve I16 and unseat its release valve In by displacement of the stem I8I outwardly of the casing with angular movement of arm I82 as the follower I83 drops into the recess I85. Similarly, a'fcorresponding recess is presented to the follower I83 of the device when the astern cam shift piston "II is in its rest position, in which it is shown in the drawing, with the valves I16 and I11 in said device consequently seated and unseated respectively.

In the ahead relay valve device I8 the control chamber I02 is connected to the delivery chamber I12 in the ahead interlock device 20 by way of a choke I90 and a check valve device I9I arranged in parallel in a pipe or pipes I92. The check valve device I9I allows for rapid flow of fluid under pressure to the control chamber in the device I8, while the choke I90 allows for slow release of fluid under pressure from said control chamber for reasons which will become obvious hereinafter.

Similarly; in the astern relay valve device I9 the respective control chamber I02 is connected to the delivery chamber I12 in the astern interlock device 2| by way of a choke I93 and a check valve device I94 arranged in parallel in .a pipe or pipes I95 in such a manner that fluid under pressure may flow rapidly to said control chamber via the check valve device and maybe released from said control chamber at a slower rate via the choke.

The exhaust chamber I13 in each of the interlock devices 20 and 2I is open to atmosphere by way of such as a port I81.

Each ofthe pipes I92 and I95 has a branch which is connected to a respective inlet opening of the double check valve device 33 which may be of any suitable type, but for sake of illustration may be substantially like that shown in section in Fig. 4. Referring to Fig. 4, the double check va1ve'device36 as well as the double check valve devices 31, 38, 39, and 40 each may comprise a hollow substantially cylindrical casing 200 having" a bore 20I extending longitudinally therethrough. One end of the bore 20I may be closed by an end member 202 suitably secured to the casing 200 by means not shown, and the opposite end of said bore may be closed by an end member 203 similar to number 202. Resilient seat members 204 and 205 may be clamped between the casing 200 and the members 292 and 203, respectively, at opposite ends of the bore 20I for seating and sealing engagement with a piston valve element 208 which is slidably disposed in the bore 20I. One inlet opening 201 to the double check valve device 38 may extend through the end member 202 and seat member 204 into one end of the bore 29I, while another inlet opening 208 may extend through the end member 293 and seat member 205 into the opposite end of said bore. The length of the piston valve element 206 is considerably less than the length of the casing 200, and when fluid under pressure is supplied to the inlet opening 201 with the inlet opening 208 vented to atmosphere said piston element will move from the position in which it is shown in Fig. 4 to an opposite position seated on the seat member 204. Conversely, when fluid under pressure is supplied to the inlet opening 208 with the inlet opening 201 vented to atmosphere, the piston valve element 206 will move to the position in which it is shown in the drawing seated against the seat member 204. Intermediate opposite ends of the bore 20I the double check valve device 38 is provided with an outlet opening 209 opening radially into said bore. When the piston valve element 206 is in the position in which it is shown in the drawing seated against the seat member 204, the outlet opening 209 is closed to the inlet opening 20'! and pe to th inlet op ng 208 by wa of the bore 2;, and when the piston valve element 205 is caused to assume its opposite position seated against the seat member 205, the outlet open-, ing 209 is closed to the inlet opening 208 and open to the inlet opening 201 by way of the bore 20I.

The pipe I may be assumed to be connected to the inlet opening 201 of the double check valve device 35, and the pipe I92 may be connected to the inlet opening 208 of said device. The outlet opening 209 of the double check valve device 33 is connected via a pipe 2I8 and branches thereof to the chamber I03 in the start interlock device 34, which is similar to the device I5 aforedescribed, to the control chamber I02 in the brake relay valve device 25, which also is similar to said device I5; and to one inlet opening, such as the inlet opening 201, of the double check valve device 40 which is similar to the double check valve device 38 above described.

In the brake control relay-'ilalve device 28, its chamber I06 is connected to the fluid pressure supply pipe I53, its chamber I04 may be connected to such as a pipe 2II since the device 20 may be standard and an opening therein provided for such connection but in the present application this pipe 2 will be plugged, its chamber I03 will be open to atmosphere by way of such as the port I04, and its chamber I05 is connected by way of a pipe 2I2 and branches thereof to the brake cylinder pressure chamber 11, to the inlet opening 201 of the double check valve device 40, to the inlet Opening 208 of the double check valve device 39, to the chamber I39 in the start valve mechanism I22 in the manual controller device I6, to the chamber I05 in the oil interlock device I5 and to thechamber I03 in the start interlock device 3| by way of a pipe 2I3 and a reducing valve device 2I4 connecting pipe 2I3 to the pipe 2I2.

In the start relay valvedevice 21, its chamber I06 is connected, to a branch of the fluid pressure supply pipe I53, its chamber I04 is connected to atmosphere by way of such as a pipe 2I5, its chamber I05 is connected to the start pipe I30 by way of a pipe 2I3 and a check valve device 2I1 which allows for flow of fluid under pressure only from said chamber I05 to said pipe I30 and prevents flow in the opposite direction,

and its chamber I03 is connected to atmosphere her 222 toward a, rest position in which iiwis shown in the drawing. Upon supply of fluid under pressure to the pressure chamber 222 the piston 22l will move in the direction of the. chamber 223 against opposition of the spring 224 toward a position defined by such as full compression of said spring, and upon release of fluid under pressure from said chamber 222, the spring 224 will cause return of the piston 22! to its rest position in which it is shown in the drawing. Attached to the piston 22l is a fuel limit rod 225 which extends through the chamber 223 and outwardly through an end wall of the casing 223. A fuel limit arm 22B is attached to the fuel control lever 4 for engagement by the fuel limit rod 225 to actuate said fuel control lever to a Fuel iimitposition, indicated by a dct-and-dash line so titled in the drawing, intermediate its Full fuel and Idling fuel position when starting the engine as will be described hereinafter. When. upon supply of fluid under pressure to the chamber 222, the piston 22l moves from its rest position to its opposite position, the fuel limit rod 225 will engage the fuel limit arm 226 and move the fuel control lever 4 from its Full fuel position to its Fuel limit position or otherwise limit movement of said fuel control lever in the direction of Full fuel to Fuel limit. When upon release of fluid under pressure from the chamber 222 the fuel limit piston 22! returns to its restposition, the fuel limit rod 225 will assume a position, such as the position in which it is shown in the drawing, in which movement of the fuel control lever 4 in the direction of Full fuel position will not be limited thereby.

The cam shift,lock and cylinder arrangement 29 may comprise a hollow unlocking cylinder 22! having a piston 228 slidably disposed therein. Upon supply of fluid under pressure to a pressure chamber 229, the piston 222 will move in a direction away from its rest position in which it is shown in the drawing against opposition of a return spring 230 to cause movement of a latch element 23! out of locking engagement with the rack II, the piston 228 being operatively connected to said latch element through the medium of a piston rod 232, a. pin connected bell crank lever 233 and alink 23%. Upon release of fluid under pressure from-the chamber 22 9, the spring 230 will urge the piston 228 to assume its rest position and in so doing, through the medium, of the rod 232, the lever 2'33 and the link 23 9, will urge the latch element 23! into engagement with the rack ll. If the rack II is in either of its extreme limit positions, that is if the cam shift cylinder device I is in either its ahead or its astern position, a recess 236 in the rack II will be presented in alignment with the latch element 23| into which same may project, allowing the piston 228 to assume its rest position in which it is shown in the drawing and locking the rack.

the latch element drops into a respective recess The directional interlock device 30 may be substantialiy like that disclosed and described in do tail in the United States Patent No. 2,259,683 of Cecil S. Kelley issued January 25, 1%9 and assigned to the assignee of the present application.

$11108 IGiGIEHGE may be made to the above patent/for a detailed description of the directional interlock device to, only a brief description thereof is included in the present application. Briefly, therefore, the directional interlock device-3U is operable in response to supply of fluid under pressure to a pipe 2 30 to sense the direc tion of rotation of the engine crank shaft I through actuation of a retractible shoe 24! into engagement with said shaft, and to establish communication between one or the other of a respective ahead or astern control pipe 242 or 2% and a pipe 246 connected to the inlet opening 2 33 of the double check valve device 31, according to such direction of rotation and to maintain such communication when fluid under pressure is vented from the pipe 240, with resultant retraction of the shoe 2M to a rest position in which it is shown in the drawing away from the shaft I. If the engine crank shaft l is turning in its ahead direction when the shoe 22! is caused to engage said shaft, the directional interlock device 3E!v will respond to establish communciatlon between the astern control pipe 243 and the pipe 2 34 and at the same time disestablish communication between the ahead control pipe 242 and said pipe 244. Conversely. if the shaft l is rotating in its opposite. or astern direction'at the time that the shoe MI is in engagement with said shaft, the directional interlockdevice 30 will respond to disestablish communication between the astern control pipe 243 and the pipe 244 and at the same time establish communication between the ahead control pipe 242.-

and the pipe 244. If the shaft I is not rotating at the time that the shoe 24! is in engagement with said shaft, the interlock device 38 will maintain establishment of the communication previously established during a previous engagementof said shoe and shaft.

In the start interlock device 3|, its chamber IDS is connected to a start control pipe 245, its chamber 884 is connected to atmosphere by way of such as a pipe 246, its control chamber 192 is connected by way of a pipe 241 to the outlet opening 289 of the double check valve device 38, its chamber [25 is connected to the pipe 240, and as aforementioned, its chamber 103 is connected to the pipe 2 [3.

The pipe 240, besides having a connection with the directional interlock device 32 is also connected to the fuel limit pressure chamber 222, to the control chamber I32 in the relay valve device I32 and to the corresponding control chamber in the start relay valve device 21.

The speed interlock device 33 shown in outline in Fig. l, for sake of illustration, referring to Fig. 5 may comprise a casing 259 having a supply chamber 251 connected to a fluid pressure supply pipe 252 as a source of fluid under pressure, a delivery chamber 253 connected by way of a pipe 2?; to the inlet opening 287 of the double check valve device 33, and an exhaust chamber 255 connected to the atmosphere by way of apart 2%. A supply valve 251 is disposed in the supply chamber 25! for controlling communication between said supply chamber and the delivery.

chamber 253 by way of an opening in a partition 25:3 separating the one chamberfrom the other.

A seat is formed in the partition encircling the opening therein to accommodate the supply valve 251. A compression spring 253 is also disposed in the supply chamber I and arranged to urge the supply valve 251 toward a seated position to close said supply chamber from the delivery chamber 253. The supply valve 251 is connected, by means of a stem 260 extending with clearance through the opening in the partition 258, to an exhaust valve seat element 26I which is slidably mounted in the casing and which separates the delivery chamber 253 from the exhaust chamber 255. An opening 262 extends from one end of the exhaust valve seat element 26I into the stem 260 and outwardly therefrom into the delivery chamber 253 to serve as a communication for connecting said delivery chamber to the exhaust chamber 255. An exhaust valve 263 is disposed in the exhaust chamber 255 and arranged to cooperate with the seat element 26I to close said chamber 255 to the opening 262 when valve 263 is seated. A stem 264 is attached to the exhaust valve 263 and is arranged for contact with a cam 265 which is secured for turning movement with the ,fuel control lever 4. The cam 265 is provided with a raised portion 265a which remains in engagement with the stem 264 from Full fue position of the lever 4 substantially to its Idling fuel position. Substantially at the time that the fuel control lever 4, in moving from the direction of its Full fuel position, assumes its Idling fuel position, a recessed portion 26517 of the cam 265 is presented to the stem 264, which recessed portion remains so presented while the fuel control lever assumes positions at or intermediate Idling fuel and "Fuel off positions. When the raised portion of the cam 265 is in engagement with the stem 264, same will be depressed inwardly of the casing 258, holding the supply valve 251 unseated from its seat in the partition 258 through seated engagement of the exhaust valve 263 on its seat in the seat element 26!. Under such conditions, the supply chamber 25I is open to the delivery chamber 253 by way of the unseated su ply valve 251 and the opening in the partition 258, while said delivery chamber is closed to the exhaust chamber 255 by the seated exhaust valve 263. Hence, when the raised portion of the cam 265 is in engagement with the stem 264, or in other words, when the fuel con-' trol shaft 4 is positioned intermediate its Full fue position and its "Idling fuel" position, the pipe 254 will be connected to the fluid pressure supply pipe 252. When the recessed portion of the cam 265 is presented to the stem 264, the spring 259 is able to seat the suppl valve 251 and sufflcient clearance is afiorded between the cam 265 and stem 264 to allow fluid under pressure in the delivery chamber 253 to unseat the exhaust valve 263 and blow to atmosphere by .way of the opening 262 in the seat element 26I,

the exhaust chamber 255 and the port 256. Thus it will be seen that when the fuel control lever 4 is positioned in or intermediate its Idling fuel and Fuel off positions, the pipe 254 will be disconnected from the su ply pipe 252 and will be connected to atmosphere.

In the stop interlock device 34, its chamber I03 is connected as aforementioned to the pipe 2I0, its chamber I85 is connected to the inlet opening 201 of the double check valve device 31 by way of a pipe 210, its chamber I 06 is connected to atmosphere by way of such as a pipe 21I, its chamber I04 is connected to the fluid pressure supply pipe 252, and its control chamber I02 is connected, by way of a pipe 213 and its branches device 4| by way of a pipe 292.

to the chamber I03 in the decompression relay valve device 41 and to the outlet opening 209 in the double check valve device 35. The inlet opening 201 in the double check valve device 35 is connected to the astern control pipe 243 and the opening 208 in said device is connected to the ahead control pipe 242.

The outlet opening 209 of the double check valve device 31 is connected by way of a pipe 215 and branches thereof to the inlet opening 208 in the double check valve device 38 and to the inlet opening 201 in the double check valve device 39. v

The outlet opening 209 of the double check valve device 39 is connected by way of a pipe 216 to the chamber 81 in the fuel cut-off cylinder device I4.

The outlet opening 209 in the double check valve device 40 is connected by way of a pipe 211 to the chamber 229 in the unlocking cylinder 29.

In the decompression relay valve device 4| its chamber I06 is connected to the fluid pressure supply pipe I53, its chamber I04 is connected to the atmosphere by way of such as a pipe 218, and its chamber I 05 is connected to decompression valves on the engine by way of a pipe 218 and a check valve 288 inserted therein, the check valve 288 allowing for flow of fluid under pressure only in the direction of the decompression valves.

The push button type of valve device 42 may, for sake of illustration, comprise a supply valve 28I for controlling communication between a supply chamber 282 and a delivery chamber 283, and a release valve 284 for controlling another ccmmunication between said delivery chamber and an exhaust chamber 285. The valves 28I and 284 may be disposed in the chambers 282 and 285, respectively, and may be attached to fluted stems 285 and 281, respectively, which extend through respective bores in the casing of the device and project into and meet in the chamber 283. A compression. spring 288, disposed in the chamber 282, is arranged to urge the valve 28I toward a seated position for closing off the delivery chamber 283 from the supply chamber 282, and through engagement of the stems 283 and 281 to at the same time urge the valve 284 toward an unseated position for opening the delivery chamber to the exhaust chamber 285. A stem 289 is attached to the valve 284 to act as a medium through which same may be actuated to a closed position and the valve 28I to an open position, against opposition of the spring 288. The stem 289 extends through the chamber 285 and outwardly of the casing, .being provided at its outer projecting end with a push button 290 through which same may be actuated manually. In the device 42, the supply chamber 282 is connected to a fluid pressure supply pipe 252, the exhaust chamber 285 is connected to atmosphere by way of such as a port 29L and the delivery chamber 283 is connected to the control chamber I02 in the decompression relay valve Normally, the valves 28I and 284 assume the positions in which they are shown in the drawing, i. e. seated and unseated, respectively, so that the pipe 292 will be open to atmosphere via the unseated valve 284.

The selector valve device 43 may be of any well known structure, but for sake of illustration may simply comprise a rotary valve 295 adapted to assume two positions, one for connecting the fluid pressure supply pipe 252 to the fluid pres- .5111? supply pipe I53 by way of a reducing valve device 297, and another for disconnecting thesupply pipe 252 from the supply pipe i 53 and for Connecting said pipe 252 to the'atmos'phere via a port 298. A handle 380 may be provided for actuating the rotary valve 2&5 and the two positions thereof may be indicated by position of the handle, which two positions might be named Pilot house and Engine room, respectively, for reasons which will hereinafter become obvious. By provision of the reducing valve 23?, the supply pipe 252 will act as a source of low pressure fluid, such as at onehundred pounds, for operating relay valve devices and the like, While the reservoir !52 and supply pipe !%3 will act as a source of high pressure fluid, such as at 1 two hundred and fifty pounds, for operating the brake i3 and the cam shift cylinder device H], for example.

The stop rod breaking cylinder device 44 may simply comprise a casing having a piston slidably disposed therein'and subjectopp'o'sitely to pressure of fluid in a chamber 302 at its one side and to the force of a spring 303 at its op posite side. A rod and yoke arrangement 39;; is attached for actuation by the piston 36! and is operatively connected to the stop rod linkage H. The chamber 322 is connected to the fluid pressure supply pipe 252, and when same is pressurized, i. e. when itis desired 'to control operation of the engine from the pilot house as will be seen hereinafter, the piston'3u'! assumes the position in which itis shown in the drawing holding the rod and yoke arrangement 384 posi tionedto break the stop rod linkage !1' so as to allow the fuel control shaft 3 and the lever to assume its Full fuel position. When the fluid pressure supply pipe 252 is vented to atmosphere to allow for control of the engine from the engine room without interference from the pilot house as will be seen hereinafter, the spring 303 will eifect movement of the piston 30! and rod and yoke arrangement 394 to cause the stop rod linkage i'! to assume 'an'aligned position, in which position it will cause the fuel control shaft 3 and lever 4 to be moved to its "Fuel off" position when the cam shaft I! is in its Stop position, the latter being accomplished through engagement of an element 306 attached to linkage H with an arm 30"! attached to the fuel control shaft 3.

In the ventilating relay valve device !32, besides what has been aforedescribed, its chamber I08 is connected toatmosphere by way of such as the port IE2, its chamber I96 may beconnected to a pipe 3!!! to allow for use of a standard re ay valve device, but in the present application this pipe 3IB is plugged, and its chamber N4 is con: nected to the atmosphere by way of such as a pipe 3!!.

The speed control cylinder device 23, for sake of illustration, may'comprise a casing having a piston 3l'5sli'da'bly disposed therein'andsubject opposingly to pressure of fluid "in 'a'pressure chamber 3|6 at its one side and to force of a compression spring 3!! in a chamber open to atmosphere on its opposite side. The piston 3!5 is operatively connected to one end ofthe speed control tension spring 65 through the medium of a piston rod 3!8. The spring 3!! urges the piston 3!5 toward the position in which it is shown in the drawing in which the initialtension of the spring 65 is at 'a minimum value calling for an idling speed setting of the governor" device 5 as aforementioned. The'chamber 3! 6in cylinder device 23 is connected to a speed. QQ iQ has a""Full speed position.

2 3 pipe 3!9 which is in turn connected to the operators control device 22 in the pilot house. By an increase in pressure in the chamber 3!6 effected via the speed control pipe 3l9 up toa certain maximum value, the piston 3l5 may be caused to assume positions in the direction of the spring 3!?! to cause an increase in the tension of the spring'6 5 according to the degree of such increase in pressure, thereby increasing the speed setting of the governor device up to a full speed setting corresponding to said maxi: mum value. By subsequent controlled reduction in pressure of fluid in the chamber 3 3 as effected via the speed control pipe 3l9, the initial tension of the spring 65 may be reduced as the spring 3!! causes the piston 3l5 to move toward the position in which it is'shown' in the drawing, corresponding to such as a minimum or atmospheric pressure in'the speed control pipe 3!!! and the idling speed setting of the governor device 5. It' will be appreciated that any position of the piston 315 between its opposite extreme limit positions corresponding to idling and full speed setting of the governor device 5, respectiv el'y, may be effected according to pressure of fluid in'the chamber 3|B. Speed of operation of the'engine whilerunning on fuel, will be in accord with the speed setting of the governor device 5 as determined by the pressure of fluid in the speed control pipe 3! 9 through the medium of the cylinder device 23.

The bperators'control device 22 may be similar to that shown and described in detail in the United States Patent No. 2,413,390 issued to Roy R.'Stevens December 31, 1946, and assigned to the assigneeof the present application. For a detaileddescription of the device 22, reference may bemade to that patent.

Briefly, therefore, the operator's control valve device 22 comprises valve means (not shown) for controlling establishment of pressure of fluid in the ahead, astern, and start control pipes 242, 243 and 245, respectively, and for efiecting variations in pressureof fluid in the speed control pipe 3l9, An operators'control lever 320, operable manually, is provided for controlling opera tion of the valve means.

The lever 32!) extends through a guide slot 32! and has a Stop position intermediate the ends ofsaid slot. At one side of Stop position, indicated in the drawing by a legend Ahead, the lever 320 has a Run and idle position which is located substantially midway between Stop' position and one end of the slot Where said lever Adjacent to the Run andidleP'position, the slot 32! opens to at ransverse slot 322 to allow for movement of the lever 32!) to a Start position. At the opposite side of Stop position, indicated by the legend Astern', the lever 320 has oppositely arranged corresponding "Run and idle and "Full speed positions, and has a similar'fStart position disposed opposite to Run and idle in a slot 323.

In Stop position of, the lever 320, the valve means (not shown) controlled by said lever are positioned to open the ahead, astern, speed, and start control pipes 242, 243, 3!9 and 245, respectively, to atmosphere. In Run and idle position at the Ahead side of Stop position, the valve means controlled by lever 320 are condit'ioned toefiect pressurization of the ahead controlpipe 242 while venting the astern, start and speed control pipes 243, 245 and 3!!! to atmosphere. "By moving the lever 320 into the slot 322, the start control pipe 245 is pressurized in addition to the ahead control pipe 242. In Run and idle position of the lever 329, at the opposite or Astern side of Stop position, the astern control pipe 243 is charged with fluid under pressure while the ahead, start, and speed control pipes 242, 245 and 3I9 are vented to the atmosphere. Upon movement of the lever 329 into the slot 323, the start control pipe 245 is charged with fluid under pressure in addition to the astern control pipe 243.

When the lever 329 is in either of the Run and idle positions, the speed control pipe 3I9 is open to atmosphere, as above mentioned, for

rendering the speed control cylinder devices 23 effective to call for the idling speed setting of the governor device 5, while upon movement of the operator's control lever 329 to either of the "Full speed" positions, fluid at a maximum degree of pressure is provided in the speed control pipe 3I9 for rendering the speed control cylinder device 23 effective to increase the initial tension of the spring 65 for a full speed setting of the governor device 5. Any desired intermediate pressure may be secured in the speed control pipe 3 I9 by suitable adjustment of the operators control lever 329, between either of the "Run and idle positions and the corresponding Full speed position.

While the lever 329 is being positioned within the range between Run and idle" and Full speed on the Ahead side of Stop position, the ahead control pipe 242 will remain charged, and conversely, while said lever is positioned within the opposite corresponding range on the Astern side of "Step" position, the astern control pipe 243 will remain charged.

Operation of the remote control apparatus In operation of the apparatus for controllin operation of the engine from the pilot house, let it be assumed that the reservoir I52 is charged with fluid under pressure from a source thereof,

such as a. compressor (not shown), so that the troller device I9 at the engine is in its "Stop position blanking off the pipe 2 l2 and one branch of the pipe I39, venting the pipes I61 and I63 to atmosphere, and connecting the other branch of the pipe I39 to the pipe 99, and holding the fuel "control shaft 3 in its Fuel off position by the stop rod linkage I1; assume further that the engine is stopped after having previously operated in its ahead direction; and that the lever 329 of the operator's control device 22 in the pilot house is in its Stop position, so that the ahead, astern, start, and speed control pipes 242, 243, 245 and 3I9, respectively, are all vented to atmosphere.

With the low pressure supply pipe 252 charged with fluid under pressure, the chamber 392, in the stop rod breaking cylinder device 44 will be so charged. It will be seen from previous description, therefore, that stop rod linkage I1 will be broken, allowing full freedom of movement of the fuel control shaft 3 between its Full fuel and (Fuel off positions.

With the engine stopped after previous operation in the ahead direction, the cam shaft cylin- 22 der device I9 will be in the position in which it is shown in the drawing, with the ahead cam shift piston 19 and rack lI in their lowermost position and the astern cam shift piston 1i and rack I2 in their uppermost position. The cam shift gear 2 will be in its ahead position to render the forward cams on the engine effective to operate the engine valve or timing gear for operation of the engine in the ahead direction. With the rack II in its lowermost position, the follower I83 of the astern cam shift interlock device 2I will be in engagement with the flat portion of cam surface I84 on said rack. The device 2! is therefore conditioned to connect the pipe I95 to the vented astern control pipe 243. With the rack I2 in its uppermost position, the follower I83 of the ahead cam shift interlock device 29 will be disposed in the recess I85 of the cam surface on said rack. The device 29, it will be seen from previous description is therefore conditioned to connect the pipe I92 to atmosphere by way of the port I81. With both of the pipes I92 and I both connected to atmosphere at this time via the devices 29 and 2 I, the respective control chambers in the relay valve devices i8 and I9 are vented to atmosphere. The relay valve devices I8 and I9 are therefore conditioned to establish their respective communications I I8. The chamber 12 in the cam shift cylinder device I!) is therefore vented to atmosphere by way of the pipe I 52, the communication H8 in the relay valve device I8, the pipe I93 and the device 96. The chamber 13 in the cam shift cylinder device I9 is at this time vented to atmosphere by way of the pipe I66, the communication H8 in the astern relay valve device I9, the pipe I61 and the device I6. Both inlet openings to the double check valve device 36 will be open to atmosphere via the pipes I92 and I95 so that the pipe 2I9 connected to the outlet opening of said double check valve device 36 will also be so vented. With the pipe 2I9 vented to atmosphere, the chamber I93 in the stop interlock device 34 and the inlet opening 298 in the double check valve device 49, and the control chamber I92 in the brake relay valve device 26 will be so vented. With fluid under pressure thus vented from its control chamber, the brake relay valve device 26 will establish its communication IIB connecting the pipe 2 I 2 to the pluggedpipe 2| I.

Withboth the ahead and astern control pipes 242 and 243 vented to atmosphere, the pipe 213 will be so vented by way of the double check valve device 35. The vented pipe 213 vents the chamber I93 in the decompression relay valve device 4| and the control chamber I 92 in the stop interlock device 34 to atmosphere. With its control chamber I92 vented to atmosphere, the stop interlock device 34 establishes its communication II8 connecting the low pressure supply pipe 252 to the pipe 219 which therefore will be charged with fluid under pressure, as consequently will be the pipe 215 by way of the double check valve device 31, the pipe 241 by way of the double check valve device 38, and the pipe 216 by way of the double check valve device 39.

With the pipe 216 thus charged with fluid under pressure, the chamber 81 in the fuel cut-off cylinder device I4 will be so charged, with the result that fuel cut-ofi piston 83 will be in its extreme position opposite to that in which it is shown in the drawing, with the rod 99 in engagement with the fuel control lever 4 holding it in its Fuel off position. I

With the nine 24] thus. charged with fluid under pressure'as described above, the start interlock device will be conditioned to establish its communication H9 connecting the now vented start control pipe 245 to the pipe 240 which therefore will be vented by way of said start control pipe.

With the pipe 249 thus vented, the respective control chambers $02 in the start relay valve device 27: and ventilating relay valve device I32 will ing relay valve device I32 will be conditioned-to establish its communication H8 connecting the pipe 95, hence the pipe I33 via the device E8, to atmosphere by way of the pipe 3H. With the pipe. I36 thus vented, the, starting air valves (not shown) on the engine will be so conditioned as to prevent supply of starting air to-said engine at this time. 7 With the chamber 222 in the fuel limit cylinder device 28 vented to atmosphere at this time, the rod 225 will be in its rest position such as will not interfere with full movement of the fuel control lever 4. With the pipe 242 vented, the directional interlock device to will be so conditioned that its shoe 24! will be disposed away from the engine crank shaft I, and since the engine was last operated in its ahead direction, the valve mechanism (not shown) in said directional interlock device will be positioned to connect the pipe 244 to the now vented astern control pipe 243. The pipe 244 and inlet opening 268 to the double check valve device 3? therefore, at this time also will be vented.

With the fuel control lever 4 in its Fuel off position, the recessed portion of the cam 255 will be presented to the stem 254 so that the speed interlock device 33 is conditionedto connect the pipe 252, hence inlet opening'zfil in the double check valve device 38, to atmosphere.

Since the engine is stopped, the lubricating oil pressure will be zero and the engine oil pressure interlock device I5 will be positioned to establish its communication H3 venting the pipe 252 to atmosphere via the pipe I I9?) and the choke I ISO. With the pipe 2 i2 thus vented to atmosphere, "the brake I3 will be released.

With the speed control pipe 3L9 vented to atmosphere, the piston 3I5 in the speed control cylinder device 23 will be in the position in which it is shown in the drawing for holding a minimum initial tension on'the spring 65 corresponding to the idling speed setting of the governor device 5.

Now let it be assumed that the operator desires to start the engine for operation in the same, or ahead, direction in which it last operated, as determined by position of the cam shift gear 2. The operator will then move the control lever 325 in the operator's control device 22 in the pilot house from its Stop position to its Ahead Start position in the slot 322. This movement of the handle 32!] will effect a supply of fluid under pressure to the ahead control pipe 252 and to the start control pipe 245, While maintaining t e as e n control pipe 243 an v t spee control pipe 3I9 vented to atmosphere.

Since the cam shift gear 2 is already in its ahead p sition, the cam shift interlock device 29 nd 2], will remain. positioned as aforedescribed, The now charged ahead control pipe 222 will remain disconnected from the pipe [92 which, remains open to atmosphere via the. unseated valve Ill and port IS? in the device 20 The pipe I will remain connected to the vented astern control pipe 243 by way of the unseated valve H6 in the device 2|. With the pipes I92 and 195 thus vented to atmosphere, the ahead and astern relay valve devices {8 and I9 remain positioned as before connecting the pipes H32 and I66. hence chambers i2 and E3 in the cam shift cylinder device II), to atmosphere; Pistons I8 and 7 I in the shift cylinder device Iii remain static, as therefore does the cam shift gear 2.

Since the pipes I92 and I95 remain vented to atmosphere at this time, the chamber [03 in the stop interlock device 34 and the inlet opening 288 in the double check valve device 49 will also remain vented via the pipe 2H] and the double check valve device 36.

Since the directional interlock device 30 is already in its ahead position, the pipe 244 and hence the inlet opening 238 in the double check valve device 3,! will remain open to the atmosphere by way of the vented astern control pipe 243.

At the time that the ahead control pipe 242 is charged with fluid under pressure, such fluid under pressure will flow via the double check Valve device 35, into the pipe 213 to the control chamber I32 in the stop interlock device 34 and to the chamber I23 in the decompression relay valve device 4| for reasons, which will hereinafter be described.

Upon supply of fluid under pressure to its con trol chamber, the stop interlock device 34 will respond to establish its communication H9 connecting the pipes 210 to atmosphere by way of the pipe 21 I With the pipes 228, 244, 2 I2 and 254 now vented .to atmosphere, fluid under pressure will flow from the chamber 8? in the full cut-off cylinder device I4 by way of the pipe 216, double check valve .device 39, pipe 275 and double check valve device 31, thus allowing the piston 86 and rod 90 control lever d which will move under the influence of spring 65 to its Fuel limit position as defined by engagement of arm 22s with the rod 225'Which will be in its extended position as will be described subsequently.

At the same time that the fuel control lever 4 thus assumes its Fuel limit position, the cam 265 presents its raised portion 22562 to the stem 284, thereby conditioning the device 33 to effect supply of fluid under pressure from the low pressure supply pipe 252 to the pipe 254, whereupon fluid under pressure will flow via said pipe 254 to the inlet opening 231 of the. double check valve device 38 to maintain the pipe Z il charged with fluid under pressure, so that the start interlock device 3| maintains its communication H9 established connecting the now charged start control pipe 245 to the pipe 240.

Substantially at the same time that the above is occuring, and when the start control pipe 245 is charged initially, fluid under pressure will flow via the start interlock device 3I into the pipe 249 to the directional interlock device 32 to cause engagement of shoe 241 with the, shaft Iv, to the chamber 222 to cause movement of the fuel limit rod 225 to its extended position. to the control sure from the supply pipe I53 to the pipe 2I6 thence to the pipe I30 by way of the check valve device 2I'I by establishment of communication I I9 in said device 27.

Upon supply of fluid under pressure to the pipe I30, the starting air valve devices v(not shown) on the engine will respond to effect supply of starting air to the engine which will thus be turned over in its ahead direction with ,fuel being supplied at the same time.

I starting air in its ahead direction, and with the fuel control lever 4 in its Fuel limit position, fuel is being supplied to the engine in a limited amount, somewhat less than the' maximum amount corresponding to Full fuel, along with same from Fuel limit position to Idling fuel position, to correspond with the speed setting .of said governor device. that the initial supply of fuel to the engine in It should be pointed out starting is limited to less than full fuel to .prevent initial-racing'of the engine when such fuel fires and before the governor device responds to reduce such supply to an amount commensurate with idling operation of the engine.

Substantially at the time that the fuel control lever 4 is caused to assume its Idling fuel position, the raised portion 265a. of the cam 235 will leave the stem 234 of the device 33, with the recessed portionZIiSb of said cam'presented thereto. The device '33,,as will be appreciated from previous description, will thereby become efiective to cut off the pipe 254 from the supply pipe 252 and to vent said-pipe 254 to the atmosphere, whereupon, with the pipe 215 also so vented, the pipe 245 will vent to the atmosphere by way of the double check valve device 38.

With the pipe 241 thus vented, the start interlock device eI will respond to disestablish its communication I I9, thus disconnecting the start control pipe 245 from the pipe 240, and to es tablish its communication I I8, thereby connecting said pipe 243 to atmosphere by way of the pipe 245. V I

With the pipe 240 thus vented to atmosphere, the shoe 2=il of the directionalinterlock device so will be caused to move to its retracted rest positionin which it is shown in the drawing, while the valve mechanism in said device will 26 will vent to the atmosphere by way of the pipe 2%, so that the plston 221 and rod 22:5 will be returned to their rest position in which they are shown in the drawing to allow the fuel control lever 4, which is yet in its "Idling fuel" position, full freedom or movement in the directlon of "Full 11181. 'lhe control chamber in the start relay valve device 21 will vent to atmosphere by way of the now vented pipe 240. The device 21 will then respond to disestablish its communication H9 and to establish its communlcation IIB to cut off supply of fluid under pressure from pipe I53 to pipe 2H5 and to open the latter pipe to atmosphere via the pipe zl5. The pipe I3u will not vent to atmosphere by way of the pipe 2I6, as the check valve device 2!? will prevent such from occurring. At the same time, the control chamber in the ventilating relay valve device I32 will vent to atmosphere with the pipe 240, and such device will respond to disestabllsh its communication IIH, thus disconnecting the pipe 96 from the plugged pipe 310, and to establish its communication H8, thereby venting said pipe 96, hence the pipe I33 via device IE, to atmosphere by way of the pipe 3II. With the pipe I311 vented to atmosphere, the starting air valve mechanism on the engine will respond to terminate supply of starting air to said engine which will continue to run on fuel.

With the engine thus running on fuel and with the starting an automatically cut on, the operator may then move the lever 320 out of its Ahead Start position in the slot 322 to Ahead Run idle position in the slot 32I, thereby effecting venting of the start control pipe 245 to atmosphere while the speed, ahead, and astern control pipes 3I9, 242 and 243, respectively, remain conditioned as in the Ahead Start position.

The operator may now increase the speed of operation of the engine while thus running on fuel in its ahead direction by moving the lever 32:] in the slot 32I out of Ahead Run idle in the direction of Ahead Full speed to effect increase in pressure in the speed control pipe 3I9 and through the speed control cylinder deremain adjusted as'before for-operation-of the chamber 222m thefuellimit-cylinder device 28 vice 23 thereby increase the speed setting of the governor device 5.

The governor device 5 will then respond to effect movement of the fuel control lever 4 out of its ,Idling fuel position toward its Full fuel position in accord with the speed setting of said device. Fuel supply to the engine will thus be increased in accord with position of the fuel control lever 4 and said engine will increase in speed, as desired.

When the fuel control lever 4 is thus caused to leave its Idling fuel position to assume a position or positions in the direction of its Full fuel position, the raised portion 235a of the cam 235 will again be presented to the stem 264 of the device 33. The device 33 will again respond to connect the pipe 254 to the supply pipe 252, whereupon, fluid under pressure from the latter pipe will flow into the former pipe, and, by way of the double check valve device 38 and the pipe 241, will flow into the control chamber in the start interlock device 3!. The start interlock device 3| will respond upon supply of fluid under pressure to its control chamber to disestablish its communication H8 and reestablish its communication I I9 to again connect the start control pipe 245 to the pipe 240. Since, however, the start control pipe 245 is vented to atmosphere at this time at the operators control ase see 2.7 device 22, the ipe za'cr'emams so vented and the status of devices 21, I32, 28 and 30 remains the same.

From the above description it will be noted that restarting the engine in the last (ahead) direction of operation consists essentially of supplying 'fiuid under pressure to the control chamher in the stop interlock device '34, by way of the ahead control pipe 242', to cause release of fluid under pressure from the fuel cut-off cylinder device I 4 by way of the pipe 213, double check valve device 39, pipe 215, double check valve device 31, pipe 273 and said device 34; supplying fluid under pressure to the'pipe 240' by way of V the start control pipe 245 to cause the directional interlock device 36 to operate, to cause the fuel limit cylinder device 28' to operate to limit fuel supply to the engine during starting, to cause the ventilating relay valve device I32 to operate to close off the pipe I30 to atmosphere, and to cause the start relay valvedevice 21 to operate to effect supply of fluid under pressure to the pipe I32 and thence to the starting air valve mechanism on the engine to effect supply of starting air to said engine for turning. same over in its ahead or last direction of operation. The start. interlock device 3'I maintains the now charged start control pipe 2'45 connected to the pipe 249 at this time even though the pipe 210 is vented si'nce the. device 33 will effect supply of fluid under pressure to the control chamber of said device 3'I via pipe 254, double check valve device 38 and pipe 241 When the fuel control lever 4 moves to. Fuel. limit?" position after release of the fuel cut-01f cylinder device I4.

Fuel and starting air are thus simultaneously supplied to the engine, which will turn over in it's ahead direction in accord withposition of the cam shift. gear. 2. Whenv the ma fires and the engine begins to when same, the governor device 5' will take over and move theffuel' control lever 4'back to its Idlingfuel position in accord with the speed setting of. said governor device. Upon obtaining Idling fuel position with the fuel. control lever 4; the cam 265 causes the device 33. to vent the. pipe 254, hence the pipe 241, to atmosphere, whereuponthev device 31 responds to also so vent thev pipe 240; With the pipe 2.43 vented, the fuel" limit cylinder device assumes its rest position to allow for full. range movement of the fuel control lever" 4, the start relay valve device 27, disconnects the pipe I30 from the supply pipe I53, and. the ventilating relay valve device I32.cau'ses venting of the pipe I35 to atmosphere to in turn cause. termination of supply of starting air to the engine. With the starting air thus cut oiiautomatically when the engine starts torun on fuel, the speed of said engine may then be regulated as desired.

When the operator desires to stop the engine, he will move the lever, 320. to its Stop position forv releasing fluid under the pressure from the ahead control pipe 242. and speed control pipe 3 I 9, along with the astern and" start control pipes 243 and 245.

Release of fluid under pressure from the speed control pipe 3 I 9 will allow the speedlcontrol cylinder device 23, to set the governor device. 5 for idling speed Release of fluid-under pressurefrom-the ahead control pipe 242 along the astern, control pipe 243, will allow fluid under pressure to release from the control chamber in the stop interlock device 34 by way of the pipe 273 and the. double check valve device 35. The device 34 will then 2 8 respond to establish its' communication H8 and thereby eiie'ct supply of fluid under. pressure from the pipe 252 to the pipe 210', thence to the pipe 215' via double check valve device 31, thence to the pipes 247 and 21-6 via double check valve devices 38 and 39,v respectively.

Fluid under pressure thus supplied to the pipe 24! will cause the device 3I to maintain the pipe 243 connected to the now vented start control pipe 245 so that the status of devices 21, I32, 28 and 32 will not change at this time.

Fluid under pressure supplied to the pipe 276 will flow to the fuel cut-off cylinder device I4 to cause same to move the fuel control lever 4 to its Fuel on" position,v thereby effecting termination of supplyof" fuel to the engine to allow same to come to a step.

In coming to a stop from'operation of the engine in one direction. by movement of lever 320 to Stop? position, the brake I3 will not be applied and the engine will coast to a stop since the pipe ZI'B remains vented. to the atmosphere via the double check valve device 35 and pipes I92 and I95 and the brake relay valve device 28 maintains the supply pipe I53 cut ofi from the pipe 2I2.

If, however, the operator desires to stop the engine rapidly while operating ahead, he may move the lever 320 in the groove 32I from its position at the Ahead side of Stop position to any, position. in said groove at the Astern" side of Stop position. In so doing, the ahead and speed control pipes 242, 3I9 are vented and the astern control pipe 243 is charged, while the start control pipe 245 remains vented,

In response to charging the astern control pipe 243, fluid under pressure will flow therefrom via the unseated' valve I16 in astern cam shift interlock device. 2I' to the pipe I95, whence it will flow via the double check valve device 36 andpipe 2H5 to the controlchamber in the brake relay valvedevi'ce 26 to cause fluid under pressure to be supplied from pipe I53. to the pipe 2I'2 to the brake cylinder chamber TI to apply the brake l3 for effecting sudden stopping of the engine. At the same time, the directional interlock device 30' being set for ahead operation of the engine,.fluid under pressure from the charged astern controlpipe'243l will flow via said device 3.3 to the pipe .244, and via double check valve device 31, pipe 215', double check valve device 39 andzpipe 27G'to the chamber 81 in theiuel cut-off cylinder device. I4 to cause the fuel control lever 4 to bemoved' to its Fuel ofi" position for cutting off. supply of.v ma to the engine to allow for stopping same. Such. coincidental 0perations as may occur at this time to prepare the engine for reversal. have been omitted from the description, and only those details necessary to explain how'a rapid stop may be efiected by movement-of lever. 320 from Aheadto Astern side of- Stop in. slot. 32I have been included.

When theengine comes toa stop, the oil pressure interlock device. I5 will againrefiect the drop in lubricating oil pressure to connect the pipe 2I2 to atmosphere by way of the pipe II9b andchoke- 90, thereby automatically releasing the brake. I3.

With the: control. lever 320 in Stop position and the engine stopped .in a conventional manner after operation in'its. ahead direction, the. ap-

paratus will be conditioned. as previously described, that is, with the ahead, astern, speed 7 and startfcontrol pipes 242, 243, 3I9 and 245',

as will be the cam shift cylinder device I9.' The ahead cam shift interlock device 29 will be conditioned to connect the pipe I92 to atmosphere via its port I81, and the astern cam shift interlock device 2| will be conditioned to connect the now vented astern control pipe 243 to the pipe I95. The ahead relay valve device-l8 will be conditioned, with pipe I92 vented, to vent the pipe I62 to atmosphere via pipe I63, and the astern relay valve device I9 will be conditioned, with pipe I95 vented, to vent the pipe I96 to atmosphere via pipe I61. The chambers 12 and 13 in the cam. shift cylinder device I9 therefore are both vented at this time. I92 and I95 vented, the pipe 2I9 will also be vented by way of the double check valve device 36. With the pipe 2I9 vented, the brake relay valve device 29 will be positioned to maintain supply of fluid under pressure from the pipe I53 cut 01f from the pipe 2 I2, hence from the brake cylinder chamber 11. After the engine has come to a stop, the oil pressure interlock device I will effect venting of the pipe 2I2 to atmosphere by way of the pipe H91) and choke 90. With the pipe 2I2 thus vented, one inlet opening of each of the double check valve devices 39 and 49 will be so vented as well as will be the pipe 2 I3 and thereby the chamber I93 in the start interlock device 3I. With both the ahead and astern control pipes 242 and 243 vented to atmosphere, the pipe 213 and hence the control chamber in the stop interlock device 34 will be so vented by way of the double check valve device 35, so that said device 34 will connect the pipe 219 to the supply pipe 252 via its communication H8. The pipe 219 is therefore charged with fluid under pressure, as consequently will be the pipe 215, by way of the double check valve device 31, the pipe 216, by way of the double check valve device 39, and the pipe 241, by Way of the double check valve device 38. With the pipe 219 charged, the fuel cut-off cylinder device I4 will be positioned to hold the fuel control lever 4 'in its Fuel off position. With the pipe 241 charged, and the pipe 2 I3 vented, the start interlock device 3I will be positioned to establish its communication II9 connecting the now vented start control pipe 245 to the pipe 249 which therefore is also vented at this time. With the pipe 249 vented, the start relay valve device 21 is conditioned to establish its communication II8 connecting the pipe 2I6 to atmosphere; the ventilating relay valve device I32 is conditioned to establish its communication II8 also, connecting the pipe 96, hence pipe I39, to atmosphere; the fuel limit cylinder device 28 is in its rest position as is also the directional interlock device 39. With both of the pipes 2I9 and 2I2 vented to atmosphere, the chamber 229 connected to the outlet opening of the double check valve device 49 also will be so vented, so that the latch element 23L will be in locked engagement with the rack II, as will be appreciated fromprevious description. The cam 265 will be so positioned, with the fuel control lever 4 in its Fuel off position as to present its recess 295?) to the stem 294, so that the device 33 will vent the pipe 254 to atmosphere.

,Now let it be assumed that, with the engine stopped after previous operation in its ahead direction with the cam shift gear 2 set for operation in such direction, .the operator desires to start the engine operating in the reverse or. astern direction. To accomplish" this, the operator will move the lever .329 .to the Astern Start position 'in.the slot 323; to. effect supply Withv both pipes 39 of fluid under pressure to the astern control pipe 243 and to the start control pipe 245 while main-' taining the ahead and speed control pipes 242 and 3I9 vented to atmosphere.

Upon supply of fluid under pressure to the astern control pipe 243, same will flow by way of the unseated valve in the cam shift interlock device 2i to the pipe I95. Fluid under pressure thus supplied to'the pipe I95 will flow via check valve device I94 to the control chamber of the astern relay valve device I9, and by way of the double check valve device 39 to the pipe 2.!9.

In response to supply of fluid under pressure to itscontrol chamber, the astern relay valve device I9 will establish its communication II9 connecting the supply pipe I53 to the pipe I99, whereupon fluid under pressure will flow 'to the chamber 13 in the cam shift cylinder device I9.

At the same time, fluid under pressure supplied to the pipe 2I9 will flow to the chamber H93 in the stop interlock device 34 to hold same in its former position establishing its communication I59 whileits control chamber 192 becomes charged with fluid under pressure from the astern control pipe via double check valve device 35 and the pipe 213. Also, fluid under pressure supplied to the pipe 2I9 will flow to the control chamber in the brake-relay valve device 26 which will respond thereto to establish its communication I I9 connecting the pipe 2 I2 to the high pressure supply pipe I53. Fluid under pressure will then flow from pipe I53 via device'26 into the pipe 2I2, thence to the brake cylinder chamber 11 to apply the brake I3, via reducing valve device 2I4 and pipe 2L3 to the chamber I93 in the interlock device 3I to prevent it from operating at this time to supply fluid under pressure to the pipe 249, to the chamber 229 in the cam shift unlocking cylinder device 221 by way of the double check valve device 49 and to chamber 81 in the fuel cut-off device I4 to maintain the fuel shaft 3 in the fuel cut-off position. The unlocking cylinder device 221 will respond to pressure of fluid supplied thereto to move latch element 23! out of locking engagement with the rack II, allowing fluid under pressure in the chamber 13 in the cam shift cylinder device I9 to move the piston 11 and rack I2 from the position in which they are shown in the drawing'to their opposite extreme position, turning the cam shift gear 2 to its astern position during such movement. At the same time, through the turning movement of the gear 2, the rack I I and piston l 9 are caused to move to their uppermost position as viewed in the drawing. The engine valve cam and timing mechanism will now be so conditioned upon attainment of the cam shift gear 2 to its astern position as to properly condition the engine for operation in its astern direction. During shifting of th racks II and I2 to effect shifting ofthegear 2 from its ahead to. its asternposition, the groove or recess 85 in rack IIwill bepresented to the follower I83 of the astern cam shift interlock device 21, allowing its stem EBI to move outwardly of the casing and its valves I16 and I11 to close and open respectively.- At the same time, movement of the rack I2 will cause the roller I 93 of the ahead cam shift interlock device 29 to leave the recess or-groove I in said rack and follow its fiat surface portion, and through displacement of the respectivestem I 9| to seat the valve I11 and and unseat the valve I16 in said device 29.

The respective roller follower I83 of the device 29 leaves the recess I95 in the rack I2 immediatelyv upon initial movement ofsaid rack, the

status or said devlcethereforef changes" lmmedn ate'ly and. disconnects the? pipe I 92? from therespe ctive po'r-t- I8 to" atmosphere and; co'ntiefifts, said pipe I92 to the now vented: aheadcontrol pipe 2 123 the status of pipe 92 remaining the same'at thisitiihe. The statuso'f theastern'oam shift interlock device-21 notvchangedeuntilithe rack II attains its'rriew'positicn', andshift of=the gear 2 is complete; at Which-time the-pipe: I95 is" disconnectedfrom the now charged aste'rn control pipe 'i flt andsaidipipe I95 is connected to atmosphere via therespectiveport I81:

When the pipe I95 is thus vented: to atmosphere, with thepipe I92 already-so-vented;;fluid tinder pressure? Willbg released." from the control chamber in the ast'em' relay valve-device 9;. by way of the choke F93 andzfrom the pipe' H 0- by Way of the doublechcle valvedevice 3-5.

Upon venting of fluidun'der pressure from: its control chamber,- the astern relay valve device I 9" will establish its communication" II'B connect ing'the pipe I65 to thepipe I67;- whereuponfluid under pressure from'the chamber 13 in the cam shift cylinder device Ill will flow to" atmosphere via-pip I623, device I9, pip'e lfi'iy-a nd the de vic'eltw At the same time, with-the pipe' 219" vented; fluid under pressure "will release from the control chamber" in the brake relay" valve: device? 26;.and from the chamber I03-in the stop interlock-device342 Upon release of fiuid-Funder pressure-:-from" the control chamber in the brake relay- -valve 'device' 26 same will respo nd to. establishzits c'on'rrnurzlica--- tion I l8'con'necting the pipe 2I2 tothe plugged pipe 2 I i; whereupon fluid'underpressure in said pipe 2 I2- willslowly ventrto"atmospherebyway of the choked 2 9c infthe oilvpressure interlock dei-' vice I 5; thereby relelasing the brake 1:3 and vent' ingfluid" under pressurefron'r: the" chamber H13 in the startinterlock device'3'lz With botlrthe pipes 2H1 and 2 I2 n'otv"vented toatmos'phere; fluid under pressure -'in "the chamber 229fin the cam shift unlocking cylinderdevice 221' will releaseto atmosphere vi-a idoubl'e' check valve-device interlock device 34; the"prss'ure 'of fluid in' its' control charnlier will become'efiective to e's'tab-iish the communication I I9; ventin -th'e pipe' '210 to atmosphere lc-y way of the pipe- 211. pipe 244'- is'ch'a rgedat-thi's time 'however the pipes 215,"2'I6"and1 24l will remain pres'lsnrized With the pipe 241 pressurized' at'the' time' that Fluid under pressure-is vented froifi 'the' chaniber' I63 in the start inteilock d'evice 3i,-said*devi Will respond to establish its" communication-11 9- connecting the 'now' charged start 7 control pipe 245 to the pipe 240; whereuponfluid'under pres sure will flow from the former pipe into the latter pipe.-

With the pipe 24I)thus supplied 'vfith -fluid nm der pressure such 'fluid uhden'pfissirheWill-EOW to the directional interlock device' -30 rand-cause same to m'ove'its shoe 241 into engagement with the shaft I; it wi-lhflowtbth ch'amber fli inthe fuelliinitrcylinden device28 to' ca'll'sfi'theto'd 225 to assumeitsextended position forllmitnigi movement of the fuel controllei/Ter kinrithdf dla cation I I9 connecting-theplpeisfi 'tdr the r-plugged? 32 pipe 3 H! and it will flow? to the' contror cham; bar in th 'sta'iit re'lay valve device 2'! which will respond: thereto' to establish its communication I19 connectingtheipipe 2161 to' the: Supply pipe I53. whereupon? fluid-i underl pressure". will: flow.

from the latterpipeintoi'the' former: pipeiandrvia cliecltvaive tli'li'intoz the pipe I36 to thetstarting an" valve mechanism-on the eng-ineiwhicn will respondftheieto to eff'ect supply of'starting' airto' turn'saldfeng-ine over in its" a'sterndirectionzz' Upon initial: turning over ofithe eng-ine 'iniits asterni direction; through engagement of the shoe 24;! withtthe shaftl the"directionakinterlock dee vice 30 will assume" itsi astermposition and will disconnect? the-pipe 24 4 front theicharged astrn control pipe; 243 and connect said pipe 241 to' the now; vented ahead :cOntro'l pipe-, 242iwhich' pipe zfiktherefore also becpmes so ventedi Since the pipe; 219' is, a-lready vented, to: the atmosphere via device 3,4atthe time thati the pipe: 2 94'; becomes vented 7 via 5 the; directional" in terlcck device so; asfabover fluid? under pressure from'rthe chamber 8'Ifjin the fuel cut-off cylinder device? Mfvvill release-to atmosphere by way'ofthe i pipeflfi doublecheck valve device-39; pipe 215, and double checkwalve;,d-evice 3-11.r The'fuel out:

on pistorr 86; and rod 90 them willassume their rest position-to allowithe f-spring: 65; tofimoveithe fuel control lever ,4 to its: Fuel'li'mit position t0 ei-iectsupply of a". limited amount of' fueli to" the engine: alongwith; the starting-'1 airi. The; cam 265 h! moving-with" the 'fuel control-lever 4' will-cause depression of the-stem -264, whereupon the device 33 will? eilectifsupplyiof'finid under pressur'e'to the pipe'254"and'fwill maintaiinthe pipe r 2 47. pressurized via double che'clr valve di' vice 3 8 even though the: pipe-2 1 5 *maybe rvented: With-*the pipe; 24:! 'maintained: pressurized; the d'eVice 3-I.fpersistsrito maintain its-communication II it established; thus maintaining connection be,- tween :the chargd start control pipe 245'a'nd thepipeififli v t p When-1' the? fuel fires; theengine will start," to, run at speeds faster than the: speed at which it was being turned over on starting air. alone, and the-speed governor device l5FWi11J' take over; and movethe fuel control" lever, back to; itsJIdlingduel positionito limit the speed thereofg'in-accord with *theiidling speedvse'tting:

. ofsaiddevicm ljilhile ;the: lever; 320- istiyet in; its; Astern, Start position, the; cam 72 65 inmovingmith the fuelpontrollever 4fi-upon its movement to Idling fuel? position asaaboye; will present ;.its recessed portion-tothestem 254', thus-conditioningthelde vi. ;e33*to:vent the pipe 254 toatmospherez" Since the pipe: 215 -is already vented to; atmosphere; when thei pipe fi l-becomes: so vented via device 33, fluid under; pressure in-the-rcontrol chamber of the start interlock device 3:13.,W'i'l1 release to atmosphere by 'way ofjhe pipe- 214'! 'and the double check rvalve :devicet38.

Since: at f the; time" that fluid :7 under: pressure is:rthus:.vented;:fromrthe: control'rchafnben of the start interlockrdevice 31 aitsich'am'ber I03is*also" vented, said "device will-responthto establis'hfits' communication" I lflf-conneting the" pipe 240 to atmosphere byway of thepipe 246i? Withthe pipe zdcfthereby connected: to atmos'phere, the shoe 2 41' ineth'e directional interlock device 36- will move away' fromrthe shaft l toi'a' 'retractefi rest position in WhlChl'it"lSShOWIlfiIl the draw ing while said-d ev'icqS fl-maintainsconneo'tion'.be; ttveer'n the "piper 2 4'4 andrthfe tnovr' ven teii' ahead lease from the chamber 222 in the fuel limit cylinder device 28 to allow the piston 22I and rod 225 to assume their rest position in which they are shown in the drawing to allow freedom for full range movement of the fuel control lever 4 which is in its Idling fuel position at this time; fluid under pressure will release from the control chamber of the start relay valve device 21, which will respond thereto to disestablish its communication II9, thus disconnecting the pipe 2I6 from the supply pipe I53 and to establish its communication IIB connecting said pipe M5 to atmosphere, the check valve 2I1 prevents release of fluid under pressure from pipe I33 via pipe 2I6; fluid under pressure also will release from the control chamber in the ventilating relay valve device |32 which will respond thereto to disestablish its communication II9 and establish its communication I8 for connecting the pipe 96, hence pipe I39, to atmosphere via pipe 3|I to allow for release of fluid under pressure from the starting air valve mechanism on the engine, which mechanism will respond to such release of fluid under pressure from the pipes I30 to terminate supply of starting air to the engine which will continue to run on fuel.

Thus it will be seen that in moving lever 323 from Stop to Astern Start position after previous operation of the engine ahead, the following operations are automatically effected in sequential order while the lever remains in the last named position; fluid under pressure is supplied to the brake cylinder for applying the brake I3, to the unlocking cylinder 221 to unlock the racks I I and I2, and. to the cam shift cylinder device ID to cause shifting of the gear 2 from its ahead to its astern position while the fuel cut-off cylinder device maintains the fuel control lever 4 positioned as during Stop to hold the fuel supply cut off to the engine; at the time that the cam shift gear 2 has attained its astern position to condition the engine for operation in the astern direction, fluid under pressure will re released from the brake cylinder device 15 and from the unlocking cylinder 22! to release the brake I3 and to lock the gear 2 in its astern position while at substantially the same time starting air is supplied to the engine to turn same over in its astern direction. Upon initial turning movement of the engine in its new or astern direction the fuel cut-off cylinder device I3 is released to allow fuel to be supplied to the engine along with the starting air; when the fuel fires and starts to run the engine, supply of starting air is automatically cut off to the engine which continues to run on fuel at its idling speed.

With the engine. thus running on fuel in its astern direction at idling speed with supply of starting air having been cut off automatically, the operator may move the lever 320 out of Astern Start position in slot 323 to Astern Run idle in slot 32I, venting the start control pipe 245 along with the ahead and speed control pipes 242 and 3I9, while maintaining the astern control pipe 243 charged with fluid under pressure. The operator maythen adjust position of the lever 320 between Astern Run idle and Astern Full speed positions to effect variation in pressure of fluid in the speed control pipe 3I9 and, through speed control cylinder device 23, effect variation in the speed setting of the governor device 5 for regulating engine speed accordingly, as will be appreciated from previous description.

Again, when the fuel control lever 4 is moved out of its Idling fuel position in the direction of Full fuel position, the cam 265 in moving with said lever will cause stem 264 to be depressed, so that device 33 will effect supply of fluid under pressure to the control chamber in the start in terlock device 3| by way of the pipe 254, double check valve device 38, and the pipe 231. The start interlock device 3| will then respond to disconnect the pipe 240 from the pipe 246 to atmosphere and to connect said pipe 243 to the start control pipe 245. Since the start control pipe 245 is vented to atmosphere at this time, the status of the pipe 249 does not change so that the devices 21, I32, 28 and 30 are not influenced at this time by such operation of the device 33 and supply of starting air to the engine will remain cut off while said engine is running on fuel.

Again when the operator desires to terminate operation of the engine, he may move the operators lever 320 to Stop position to vent the astern and speed control pipes 243 and 3I9 to atmosphere along with the ahead and start control pipes 242 and 245.

Upon venting of fluid under pressure from the speed control pipe 3I9, the piston 3I5 in the speed control cylinder device 23 will be caused to assume its rest position in which it is shown in the drawing to set the governor device 5 for idling speed of the engine. At the same time, upon venting the astern control pipe 243 to atmosphere, fluid under pressure will release from the control chamber in the stop interlock device 34 by way of the pipe 213 and the double check valve device 35. The device 34 will then respond to disestablish its communication II9 connecting the pipe 212 to atmosphere and to establish its communication 'I I8 to effect supply of fluid under pressure from the pipe 252 to said pipe 210. Fluid under pressure will then flow into the pipe 210 to the chamber 81 in the fuel cut-off cylinder device I4 by way of double check valve device 31, pipe 215,

double check valve device 39, and pipe 216 to cause its piston 86 and rod 90 to move the fuel control lever 4 to its Fuel off position, thus terminating supply of fuel to the engine which will coast to a stop. At the same time, fluid under pressure in pipe 215 will flow via double check valve device 38 to the control chamber of the start interlock device 3| to maintain the vented start control pipe 245 connected to the pipe 240 while the pipe 254 is vented to atmosphere by device 33 when the fuel control lever 4 is caused to assume its Fuel off position. Both of the pipes I92 and I95 will remain vented at this time via the ahead cam shift interlock device 20 and the astern cam shift interlock device 2|, respectively, as therefore will the pipe 2 I ll by way of the double check valve device 35. With the pipe 2m vented to'atmosphere, the chamber I03 in the stop interlock device 34 will be so vented as Well as will.

be the control chamber in the brake relay valve device 26 which therefore will remain positioned to connect the pipe 2|2 to the plugged pipe 2| I,

so that the brake I3 is not applied during termination of operation of theengine when lever 323 is moved'to its Stop position. The cam shift cylinder device I9 will remain static with both of its chambers 12 and 13 vented to atmosphere by way of the relay valve devices I 8 and I9, respectively, The cam shift interlock device 20 will be positioned to connect the pipe I92 to the vented ahead control pipe 242, and the cam shift interlock device 2| will be positioned to connect the pipe I95 to atmosphere by way of the respective port I81 All other parts of the apparatus will be positioned as previously described.

As before, if for any reason when operating in one direction, such as the astern direction it is desired to stop the engine quicker than can be accomplished by merely cutting off the fuel supply, the operator may move the lever 320 from its Astern position through Stop position to any position in slot 32I at the Ahead side of ;S top position, thereby venting the astern control pipe 243 to atmosphere and supplying fluid under pressure tov the ahead control pipe 242, while the start control pipe 245 remains vented to the atmosphere. Fluid under pressure will then flow from pipe 242 by way of the directional interlock device 351,,which will be in its astern position, the pipe 244, the double check valve device 31!, the pipe 275 the double check valve device39, andthe pipe 216 to the chamber 81 in the fuel cut-off cylinder device I4 to move the fuel control lever 4 to Fuel off position for cutting off supply of fuel to the engine. At the same time, fluid under pressure from the charged ahead pipe will flow byway of the unseated valve [16 in the ahead cam shift interlock device 20 to the pipe I92, and thence by way of the double check valve device 36 and the pipe 2 I to the brake relay valve device 26. The brake relay valve device 28 will then respond to establish its communication II9 connecting the supply pipe I53 to the pipe 2I2. Fluid under pressure will then flow from the pipe I53 into and through the pipe 2I2 to the brake cylinder chamber TI, to cause an application of the brake I3 for rapid deceleration of the engine. Once the engine has thus been brought to a quick stop, the oil pressure interlock device I5 will operate to establish its communication I I8 connecting the pipe 2I2 to atmosphere by way of choke N90 to release the brake I3. At the same shift cylinder device I 0 for shifting gear 2 to its ahead position While the unlocking cylinder-221 is operative to allow for such shifting by virtue of supply of fluid under pressure fromthe pipe 2I0 via the double checkvalve device 49. Once such shift of the gear 2 has been effected, the devices 2i} and 2f will again be caused to assume the positions in which they are shown, in the drawing, with the now charged ahead control pipe 242 disconnected from the pipe I92;which will then be vented via port I81 in said device 20, while the pipe I95 will be connected via device 2| to the now vented astern control pipe 243. With both of the pipes I92 and I95 ventedto atmosphere, the relay valve device I8 will again vent pipe I62 and chamber "I2 in the cam shift cylinder device I9 to atmosphere, the brake relay valve device 26 will respond to cut off supply of fluid under pressure to the pipe 2I2, and fluid under pressure will release from the chamber I03 in the device 34.- Fluid under pressure in the brake cylinder chamber 11 and pipe 2I2 will release by Way of the choke H90 in device I5, and with both pipes 2I0 and 2I2 vented, fluid under pressure in chamber 229 in the unlocking cylinder 231 will release by way of the double check valve device 40 to allow spring 230 to'effect locking of the gear 2 in its ahead position. At the same time, release of fluid under pressure from the chamber I03 in the stop interlock device 34 will allow fluid under'pressure in its control chamber from the ahead control pipe 242 and pipe 213 to becomeeffective to cause said device 34 to establish its communication II9 venting the pipe 210 .to atmosphere. The pipe 244, however, at this time remains charged with fluid under, pressure via the directional interlock device 30 so that pipes 215 276 and 247 also remain charged, as will be appreciated from previous description, to maintain the fuel cut-off cylinder I4 in operation to hold the supply of fuel out off to the engine, and to hold the start interlock device M in its-position connecting the vented start control pipe 245 to the pipe 249 which therefore will. also be so vented at this time.

The engine thus has been brought to a quick stop from operation in its astern direction. The

lever 329 might then be returned to its Stopf position, if desired, whereupon parts of the apparatus would assume the positions as previously described after previous operation in its ahead direction, for which reason such description will not be repeated herein. However, assuming that at the time that the engine was in operation in its astern direction the operator desired to effect a snap reversal of operation of'the engine from operation astern to-operation ahead, the operator would then move the lever 329- from its Astern position in slot 32I to the Ahead? side of Stop posi-tion'in said slot 321, as above described in regard to a rapid stop from operation astern, and then move said lever 320 into the Ahead Start position in :slot 322, which will efiect supply of fluid'under pressure to the start control. pipe 245 along. with the ahead control pipe 242 with the speed-and-astern-control pipes M9 and 243 vented to atmosphere. It will be understood that the engine-will be brought to a quick stop by cutting off supply of fuel and application of the brake I3 in fashion as described above, and for this reason will not be repeated. In addition, however, it should be pointed out, that while the brake is applied anduntil the engine has come to a. stop, the, pipe 2I2 remaining pressurized until vented. by the oil pressure interlock devicev I5, the chamber HIS-in the start interlock device 3! will remaincharged maintainingits communication II!) to prevent supply of. fluid under pressure'from the start control pipe to the pipe 249 until the engine has come to a stop. This prevents starting air from being supplied to the engine until same is ready. to be turned over in itsnew-direction, therefore preventing use of such starting air for stopping the engine which, in such snap reversal is effected by the brake, I3;

With the engine stopped and the brake released with pipe 2I2 vented via the oil pressure.

interlock device I5, andthe parts, of the apparatus in the respective-positions assumed. as above 'describedin regardto a rapid stop from operar lock device 39 tobe brought into its direction sensing operation with its shoe MI in engagement with the shaft I; tocause the fuel limit cylinder device 28 to move its rod 225 to its extended positionfto limit the amount of, fuel to be, supplied to the engine during starting so that said engine will not over accelerate before the governor device 5 takes over; to cause the ventilating relay valve device I32 to close off thepipe I39 to atmosphere by connecting the pipe 96 to the plugged 

